CN106542392B

CN106542392B - Elevator brake control system

Info

Publication number: CN106542392B
Application number: CN201610825936.7A
Authority: CN
Inventors: D.金斯伯格; 罗小东; S.克里什纳墨菲; D.V.阮; R.N.法戈
Original assignee: Otis Elevator Co
Current assignee: Otis Elevator Co
Priority date: 2015-09-16
Filing date: 2016-09-14
Publication date: 2020-09-15
Anticipated expiration: 2036-09-14
Also published as: AU2016228238C1; AU2016228238B2; US10407273B2; US20170073183A1; KR20170033256A; AU2016228238A1; EP3147247A1; CN106542392A

Abstract

An elevator control system is configured to control an elevator car constructed and arranged to move along a hoistway defined by a fixed structure. The elevator system may include a communication path and a hoistway control system supported by the fixed structure and configured to send continuous brake command signals over the path. A car control system is carried by the elevator car and is configured to receive the continuous brake command signal and initiate a brake Ustop mode upon loss of the brake command signal, and is independent of the hoistway control system.

Description

Elevator brake control system

Background

The present disclosure relates to elevator systems, and more particularly to an elevator brake control system.

Self-propelled elevator systems (also known as ropeless elevator systems) may be used in certain applications (e.g., high-rise buildings) where the mass of the ropes of the roped system is prohibitive and/or where the presence of multiple elevator cars within a single hoistway is desirable. For ropeless elevator systems, it may be advantageous to actuate the mechanical braking of the elevator car from the car itself. Similarly, it may be advantageous to actuate or control the propulsion of the elevator car generally from the side of the hoistway for power distribution and other reasons. To achieve all these advantages, there should be a communication link between the car and the side of the hoistway to perform a reliable braking operation. If such a communication link fails, it would be desirable to improve the brake control of the elevator car.

Summary of The Invention

An elevator control system configured to control an elevator car constructed and arranged to move along a hoistway defined by a fixed structure, the elevator control system according to one non-limiting embodiment of the present disclosure comprising a path; a hoistway control system supported by a fixed structure and configured to send continuous brake command signals over a path; and a car control system carried by the elevator car and configured to receive the continuous brake command signal and initiate a brake Ustop mode upon loss of the brake command signal, and independent of the hoistway control system.

In addition to the foregoing embodiments, the car control system further comprises a brake manager having an electronic processor; a sensor configured to send a sensor signal to a brake manager; and a brake controller, and wherein the brake manager, when in a brake Ustop mode, is configured to process the sensor signal and output a Ustop hold brake activation command to the brake controller based on the sensor signal.

In an alternative or addition to the foregoing embodiment, the brake controller includes a holding brake constructed and arranged to activate upon receipt of a Utotop holding brake activation command.

In an alternative or addition to the previous embodiments, the sensor is a speed sensor.

In an alternative or addition to the foregoing embodiment, the brake manager outputs a ust top hold brake activation command when the speed of the elevator car is below a preprogrammed threshold.

In an alternative or addition to the foregoing embodiments, the brake manager is configured to monitor the elevator car deceleration by the speed sensor after outputting the Ustop hold brake activation command.

In an alternative or addition to the foregoing embodiments, the brake controller includes a secondary brake constructed and arranged to activate upon obtaining a Ustop secondary brake activation command from the brake manager.

In an alternative or addition to the foregoing embodiment, the brake manager is configured to output a Ustop secondary brake activation command if deceleration of the elevator car is not below a preprogrammed threshold after outputting the Ustop hold brake activation command.

In an alternative or addition to the foregoing embodiments, the brake manager applies a pre-programmed algorithm.

In an alternative or addition to the foregoing embodiments, the continuous brake command signal includes a no brake command and a command to apply brakes.

In an alternative or in addition to the previous embodiment, the path is wireless and the elevator car is ropeless.

In an alternative or addition to the foregoing embodiments, the hoistway control system includes a Ustop manager configured to initiate a Ustop vehicle mode upon loss of a continuous brake command signal.

In an alternative or addition to the preceding embodiments, the hoistway control system includes a plurality of inverters constructed and arranged to energize a plurality or respective coils of the linear propulsion motor, and wherein the Ustop manager is configured to send the Ustop command signals to the plurality of inverters to slow the speed of the elevator car when in the Ustop vehicle mode.

In an alternative or addition to the foregoing embodiments, the Ustop command signal is in accordance with a Ustop velocity profile preprogrammed into the hoistway control system.

In an alternative or addition to the previous embodiments, the sensor is a position sensor.

A method of operating a ropeless elevator control system according to another non-limiting embodiment includes initiating a braking Ustop mode of a car control system carried by an elevator car when there is no communication between the car control system and a hoistway control system located remotely from the elevator car; monitoring car speed by a car control system during a braking Ustop mode; initiating, by the car control system, a holding brake activation when the car speed falls below a threshold speed; and stopping the elevator car.

In addition to the foregoing embodiments, the method further comprises initiating, by the hoistway control system, a Utop vehicle mode when there is no communication between the car control system and the hoistway control system; and controlling, by the hoistway control system, energization of the plurality of coils by the linear propulsion motor to decelerate the elevator car during the Ustop vehicle mode.

In an alternative or addition to the foregoing embodiments, the elevator car decelerates according to a deceleration profile programmed into the hoistway control system.

In an alternative or in addition to the foregoing embodiments, the control of the energization of the plurality of coils is implemented by a plurality of inverters respectively associated with the plurality of coils.

In an alternative or in addition to the previous embodiments, the method includes monitoring deceleration of the elevator car by the car control system after the holding brake is activated; and initiating activation of the secondary brake by the car control system if the deceleration does not fall below the threshold.

The foregoing features and elements may be combined in a non-exclusive manner in various combinations, unless expressly stated otherwise. These features and elements, as well as their operation, will become more apparent in view of the following description and the accompanying drawings. It is to be understood, however, that the following description and the accompanying drawings are intended to be illustrative in nature and not restrictive.

Brief Description of Drawings

Various features will become apparent to those skilled in the art from the following detailed description of the disclosed non-limiting embodiments. The drawings that accompany the detailed description can be briefly described as follows:

fig. 1 depicts a multi-car elevator system in an exemplary embodiment;

fig. 2 is a top down view of a car and portions of a linear propulsion system in an exemplary embodiment;

FIG. 3 is a schematic view of a linear propulsion system;

fig. 4 is a schematic view of a car and hoistway control system of an elevator system; and

fig. 5 is a block diagram of a method of operating an elevator control system having a car control system and a hoistway control system.

Detailed Description

Fig. 1 depicts a self-propelled or ropeless elevator system 20 in an exemplary embodiment that may be used in a structure or building 22 having multiple floors or floors 24. The elevator system 20 includes a hoistway 26 defined by a boundary carried by the structure 22, and at least one car 28 adapted to travel in the hoistway 26. The hoistway 26 may include, for example, three lanes 30, 32, 34 with any number of cars 28 traveling in any one lane and in any number of directions of travel (e.g., up and down directions). For example and as shown, cars 28 in lanes 30, 34 may travel in an up direction, while cars 28 in lanes 32 may travel in a down direction.

Above the top floor 24 may be an upper transfer station 36, which upper transfer station 36 facilitates horizontal movement of the elevator cars 28 for moving the cars between the lanes 30, 32, 34. Below the first floor 24 may be a lower transfer station 38, the lower transfer station 38 facilitating horizontal movement of the elevator cars 28 for moving the cars between the lanes 30, 32, 34. It should be understood that upper transfer station 36 and lower transfer station 38 may be located on the top floor and first floor 24, respectively, rather than above and below the top floor and first floor, or may be located on any intermediate floor. Additionally, elevator system 20 may include one or more intermediate transfer stations (not shown) located vertically between and similar to upper transfer station 36 and lower transfer station 38.

Referring to fig. 1-3, the car 28 is propelled using a linear propulsion system 40, which linear propulsion system 40 may have two linear propulsion motors 41 and a control system 46 (see fig. 3) that may be positioned generally on opposite sides of the elevator car 28. Each motor 41 may include a stationary main portion 42 mounted generally to the building 22, and a moving auxiliary portion 44 mounted to the elevator car 28. The main portion 42 includes a plurality of windings or coils 48, the plurality of windings or coils 48 generally forming a winding or coil column extending longitudinally along and projecting laterally to each of the lanes 30, 32, 34. Each secondary portion 44 may include two opposing rows of

permanent magnets

50A, 50B mounted to each car 28. The plurality of coils 48 of the main portion 42 are generally positioned between and spaced from the opposing rows of

permanent magnets

50A, 50B. The control system 46 supplies drive signals to the primary portion 42 to generate magnetic flux that exerts a force on the secondary portion 44 to control movement (e.g., move up, move down, or remain stationary) of the car 28 in its respective lane 30, 32, 34. It is contemplated and understood that any number of secondary portions 44 may be mounted to the car 28, and any number of primary portions 42 may be associated with secondary portions 44 in any number of configurations. It should be further understood that each lane may be associated with only one linear propulsion motor 41 or three or more motors 41. In addition, the main portion 42 and the auxiliary portion 44 may be interchanged.

Referring to fig. 3, the control system 46 may include a power source 52, a drive 54 (i.e., an inverter), a bus 56, and a controller 58. The power source 52 is electrically coupled to the driver 54 through a bus 56. In one non-limiting example, the power source 52 may be a Direct Current (DC) power source. The DC power source 52 may be implemented using a storage device (e.g., battery, capacitor) and may be an active device that regulates power from another source (e.g., rectifier). The driver 54 may receive DC power from the bus 56 and may provide drive signals to the main portion 42 of the linear propulsion system 40. Each drive 54 may be an inverter that converts DC power from bus 56 into multi-phase (e.g., three-phase) drive signals that are provided to respective portions of main portion 42. The main portion 42 may be divided into a plurality of modules or sections, with each section being associated with a respective driver 54.

The controller 58 provides control signals to each driver 54 to control the generation of the drive signals. Controller 58 may provide thrust commands from a motion regulator (not shown) to control the generation of drive signals for driver 54. The driver output may be Pulse Width Modulation (PWM). Controller 58 may be implemented using a processor-based device programmed to generate control signals. The controller 58 may also be part of an elevator control system or elevator management system. The elements of the control system 46 may be implemented in a single integrated module and/or may be distributed along the hoistway 26.

Referring to fig. 4, the control system 46 may also include a car control system 60 carried by each elevator car 28, and a hoistway control system 62, the hoistway control system 62 being located remotely from the elevator cars and the hoistway control system 62 being generally (at least partially) supported by the fixed structure 22. The car control system 60 includes a sensor 64, a brake manager 66, and a brake controller 68. The hoistway control system 62 may include a Ustop manager 70, a vehicle control device 72, and a plurality of inverters 54 (see also fig. 3). The Ustop manager 70 and/or the vehicle controls 72 may be integral parts of the controller 58. During normal elevator car 28 operation, a continuous brake command signal (see arrow 74) is sent between brake manager 66 and Ustop manager 70 over path 76, which may be wireless. The continuous brake command signal 74 may generally include a no brake command and a command to apply brakes. The term "ust-top" or ust-top action refers to an emergency stop that is initiated when the system determines that it may not be desirable for the elevator to continue moving along a planned speed profile. Generally, the ust op action may be accomplished by controlling the elevator motor and/or engaging one or more braking devices.

The brake manager 66 may include an electronic processor and computer readable storage medium for receiving and processing the car speed signal received from the speed sensor 64 (see arrow 78) and comparing such data to preprogrammed speed and/or deceleration profiles through, for example, a preprogrammed algorithm. Based on the processing of the speed signal 78 by the brake manager 66, the brake controller 68 may receive a Ustop hold brake activation command signal (see arrow 80) to activate the hold brake 82 from the brake manager 66. Also based on the speed signal 78, the brake controller 68 may receive a Ustop secondary brake activation command signal (see arrow 84) to activate the secondary brakes 86 from the brake manager 66. It is further contemplated and understood that the sensor 64 may be of the type used to calculate speed by observing changes in car position over a period of time. It should be further understood that the holding brake activation command signal 80 may be substantially the same signal as applied during normal operation (i.e., not just Ustop operation). In addition, the holding brake and the secondary brake may be operated by different brake controllers, and the holding brake may be a plurality of brakes that are selectively applied to control deceleration of the elevator car.

The Ustop manager 70 of the hoistway control system 62 typically makes the determination when a Ustop action is required (i.e., any kind of unsafe condition is detected). In the present disclosure, an unsafe condition is a loss of communication (e.g., signal 74) between the car control system 60 and the hoistway control system 62. Ustop manager 70 may include an electronic processor and computer readable storage medium configured to output Ustop command signals to plurality of inverters 54 via path 90 (see arrow 88). Control of the plurality of inverters 54 by the Ustop manager 70 during the Ustop mode of operation may be based at least in part on a preprogrammed deceleration profile. The Ustop manager 70 may utilize a preprogrammed algorithm to at least partially compare the actual deceleration of the elevator car 28 to the deceleration profile. The Ustop command signal is on or off. The progress of the elevator car may be monitored during the ust mode, but (as a non-limiting example) the only command that may be issued to the inverter 54 is to enter the ust mode. No other coordination between the drives may be required for this operation. The path 90 may be wired or wireless.

Referring to fig. 4 and 5, upon loss of communication between the car control system 60 and the hoistway control system 62 (e.g., failure of the continuous brake command signal 74, see block 100 in fig. 5), the brake manager 66 of the car control system 60 may initiate a brake Ustop mode (see block 102). Independently and possibly simultaneously, the Ustop manager 70 of the hoistway control system 62 may initiate the vehicle Ustop mode (see block 104). When in the vehicle Ustop mode, the Ustop manager 70 may send a deceleration command signal 88 (i.e., the Ustop command signal) to the plurality of inverters 54 (see block 106), resulting in deceleration of the elevator car 28 (see block 108). The term "brake Ustop" generally refers to the deployment of a braking device that may act on a rail and does not rely on stopping means of a propulsion and/or motorized system.

When the hoistway control system 62 is in the vehicle Ustop mode, the car control system 60 may be in the brake Ustop mode. While in the brake Ustop mode, the brake manager 66 monitors the speed of the car 28 (see block 110) in preparation for applying the holding brake 82 without generating excessive inertial force. Although the elevator car 28 functions independently during this monitoring interval, the elevator car 28 may also be slowed by deceleration commands sent by the Ustop manager 70 to the plurality of inverters 54. When the speed drops below a threshold value preprogrammed into the brake manager 66, the brake manager outputs a hold brake activation command signal 80 to the brake controller 68 (see block 112). Upon receipt, the brake controller 68 may activate the holding brake 82 (see block 114) to effect a relatively quick or emergency stop of the elevator car 28.

After sending the hold brake activation command signal 80, the brake manager 66 may continue to monitor deceleration of the elevator car 28 (see block 116). After a pre-programmed period of time, if the deceleration fails to meet the pre-programmed threshold, the brake manager 66 may output a secondary brake activation command signal 84 to the brake controller 68 (see block 118). Upon receipt, the brake controller 68 may activate the secondary brake 86 (see block 120) to further decelerate the elevator car 28.

While the disclosure has been described with reference to exemplary embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted without departing from the spirit and scope of the disclosure. In addition, many modifications may be made to adapt a particular situation, application, and/or material to the teachings of the disclosure without departing from the essential scope thereof. For example, the elevator system may not be a ropeless elevator system and may be applicable to any type of elevator system including a cabled elevator system. The disclosure is therefore not limited to the particular examples disclosed herein, but includes all embodiments falling within the scope of the appended claims.

Claims

1. An elevator control system configured to control an elevator car constructed and arranged to move along a hoistway defined by a fixed structure, the elevator control system comprising:

a path;

a hoistway control system supported by the fixed structure and configured to send continuous brake command signals over the path; and

a car control system carried by the elevator car and configured to receive the continuous brake command signal and initiate a Ustop mode of braking when there is no communication between the car control system and the hoistway control system and upon loss of the brake command signal.

2. The elevator control system of claim 1,

wherein the car control system comprises: a brake manager having an electronic processor; a sensor configured to send a sensor signal to the brake manager; and a brake controller, and

wherein the brake manager, when in the Ustop mode of braking, is configured to process the sensor signal and output a Ustop hold brake activation command to the brake controller based on the sensor signal.

3. The elevator control system of claim 2, wherein the brake controller comprises a holding brake constructed and arranged to activate upon receipt of the Ustop holding brake activation command.

4. The elevator control system of claim 3, wherein the sensor is a speed sensor.

5. The elevator control system of claim 4, wherein the brake manager outputs the Ustop hold brake activation command when a speed of the elevator car is below a preprogrammed threshold.

6. The elevator control system of claim 5, wherein the brake manager is configured to monitor elevator car deceleration by the speed sensor after outputting the Ustop hold brake activation command.

7. The elevator control system of claim 6, wherein the brake controller comprises a secondary brake constructed and arranged to activate upon obtaining a Ustop secondary brake activation command from the brake manager.

8. The elevator control system of claim 7, wherein the brake manager is configured to output the Utotop secondary brake activation command if deceleration of the elevator car is not below a preprogrammed threshold after outputting the Utotop hold brake activation command.

9. The elevator control system of claim 8, wherein the brake manager applies a pre-programmed algorithm.

10. The elevator control system of claim 1, wherein the continuous brake command signal includes a command to not brake and a command to apply a brake.

11. The elevator control system of claim 1, wherein the path is wireless and the elevator car is ropeless.

12. The elevator control system of claim 1, wherein the hoistway control system comprises a Ustop manager configured to initiate a Ustop vehicle mode upon loss of the continuous brake command signal.

13. The elevator control system of claim 12, wherein the hoistway control system comprises a plurality of inverters constructed and arranged to energize a plurality or respective coils of a linear propulsion motor, and wherein the Ustop manager is configured to send Ustop command signals to the plurality of inverters to slow the speed of the elevator car when in the Ustop vehicle mode.

14. The elevator control system of claim 13, wherein the Ustop command signal is in accordance with a Ustop speed profile preprogrammed into the hoistway control system.

15. The elevator control system of claim 3, wherein the sensor is a position sensor.

16. A method of operating a ropeless elevator control system, the method comprising:

initiating a Ustop mode of braking of a car control system carried by an elevator car when there is no communication between the car control system and a hoistway control system located remotely from the elevator car;

monitoring, by the car control system, car speed during a Ustop mode of the braking;

initiating, by the car control system, a holding brake activation when the car speed falls below a threshold speed; and

stopping the elevator car.

17. The method of claim 16, further comprising:

initiating, by the hoistway control system, a Utop vehicle mode when there is no communication between the car control system and the hoistway control system; and

controlling, by the hoistway control system, energization of a plurality of coils of a linear propulsion motor to decelerate the elevator car during the Ustop vehicle mode.

18. The method of claim 17, wherein the elevator car decelerates according to a deceleration profile programmed into the hoistway control system.

19. The method of claim 17, wherein the controlling of the energizing of the plurality of coils is performed by a plurality of inverters respectively associated with the plurality of coils.

20. The method of claim 16, further comprising:

monitoring deceleration of the elevator car by the car control system after a holding brake is activated; and

activating a secondary brake activation by the car control system without deceleration falling below a threshold.